lanpher



(No Model.) 2 Sheets-Sheet1'.

C. W. LANPHER. VACUUM GAR BRAKE.

Patented Deo. 13,1881.

N. PETERS. Phola-lixpogaphur, wnhnglon D.C.

2 Sheets-Sheet 2` (No Model.)

G. W. LANPHER.

VACUUM GAR BRAKE.

Patented Deo. 13,1881.

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UNITE STATES CHARLES 1V. LANPHER, OF NORWIGH, NEW YORK.

VACUUM CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 250,823, dated December 13, 1881.

Application filed Api-i112, 1881. (No model.)

T0 all whom it may concern:

Be it known that I, CHARLES W. LANPHER, a citizen of the United States,residing at Norwich, in the county of Ghcnango and State of New York, have invented certain new and useful improvements in Automatic Constant-Vacuum Car-Brakes; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, rel'erence being had to the accompanying drawings, and to the letters or figures ot' reference marked thereon, which form a part of this specification.

My invention relates to improvements in automatic constant-vacuum brakes, and the ob- `jects of my improvements are, first, to provide a brake for railroa/.l-cars which shall be automatically applicable when the train remains intact and is ruiming in either direction, and also when the train is separated by accident or otherwise; second, to provide novel means for coupling the parts of the vacuumproducingand air-conduetingdevicestogether; and third, to provide novel combinations of the parts of which the mechanism is composed, as will be more fully explained hereinafter. I attain these objects by the mechanism and combinations illustrated in the accompanying drawings, in which-- Figure 1 is a side elevation of a locomotive, its tender, and a portion of a ear, showing the air-exhausting device placed on the engine, pipes for the admission and exhaustion of air to and from the brake-cylinder, such cylinders placed upon the tender and car, and the rods for connecting the pistons to the brake-levers. Fig. 2 is a bottom view of a portion of the engine, tender, and car, showing the brake-cylinders, the air-pipes, and the method of arranging them, and the brake-beams and their connections. Fig. 3 is a sectional elevation of the air-exhausting apparatus, showing a portion of the air-pipes, a valve and a three-way cock for regulating thepassage of the air, and the body of the air-ejector and the internal arrangement of its parts. Fig. 4 is a-plan view of the couplings for the hose used between the cars, showing the method of uniting the portions thereof and of attaching the hose thereto, and

- Fig. 5 is a sectional elevation thereof. Fig. (i is a sectional elevation of a cock to be attached to the ends of each one of the air-induction pipes. Fig. 7 is a sectional elevation of a sliding or extensible valve to be placed at the extreme ends of air-eduction pipes, the method of uniting the parts being shown. Fig. 8 is a sectional elevation of one of the brake-cylinders, showing the three chambers thereof, the pistons, and portions of their rods. Fig. 9 of Sheet 2 shows a portion of alocomotive, tender, and car, it being a bottom view thereof, and showing the same form ot' brake-cylinders as is shown in Figs. 1, 2, and 8 of Sheet 1, but with a single row of pipe, and the method of applying it so as to cause it to perform the functions ,performed bythe two rows shown in Fig. 2, Sheet 1. Fig. 1() is also a bottom view of a car having attached to it a modified form of brake-cylinder, showing its arrangement with reference to the air-pipes and to the brake-lever, and also how it may be used in connection with two lines of pipes. Fig. 11 is a central sectional elevation,showing the modified form of brake-cylinder shown in Fig. 10, and the manner of connecting therewith two lines of pipes. Fig. 12 is a sectional elevation ot' a brake-cylinder and its piston, showing how they may be used in connection with a single line of pipe; and Figs. 13, 14, and 15 are elevations (13 and 15 being in section) of different forms of valves for use in the airpipes when only one line is employed.

Similarletters refer to similar parts throughout the several views. y

This type of braking mechanism may be applied to any form of locomotive, tender, and car, it consisting, primarily, of an air-eXhauster of the construction shown, or of any others that will readily produce the required vacuum, a pipe or pipes for conducting the' air contained therein, and in the brake-cylinders to the exhausting apparatus, and thence to the atmosphere; brake-cylinders, having in them chambers for the reception of air and the movement of the pistons, rods, or chains for connecting the pistons to the brake-levers, and suitable couplings for connecting the air-pipes between the cars or between them and the tender and engine, the parts being constructed, combined, and arranged substantially as hereinafter described, as a consequence of which they are caused to perform the functions ascribed to them.

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In constructing and applying my brake mechanism I first provide any suitable air-exhausting device, by preference such an one as is shown in detail in Fig. 5, it being adapted to the reception of two lines of air-pipes7 A and A', which are secured to the case A2 of lthe instrument, the upper portion of which is provided with a nozzle, A3, for the reception of a steam-pipe, A, which connects it with the steam-generator, as shown in Fig. l.

Within the case A2, a short distance below Where the steam enters, there is placed a disk, A5, having in it a tapering pipe or aperture, A6, through which the steam passes, it being directed through a curved neck of the case to apipe, A7, by which it is conducted to the smoke-box of the generator, or it may be into the atmosphere at such a height as to cause it to pass over the train vwhen running; or it may be conducted back into the water-tank of the engine for the purpose of being utilized to heat the water.

In that portion of the case of the exhauster to which the pipes A and A are attached there is placed a valve, A8, which opens upward, and in the pipe A, at some convenient point, there is placed a three-way cock, A9. The exhauster is to be attached to the genera. tor at some convenient point, it being so located as to be conveniently manipulated by the engineer, there being between it and said generator a cock or valve for controlling the admission ot' steam thereto. The two lilies of pipes A and A extend from the exhauster, passing under the tender and each ot' the cars of the train, they being connected between each ofthe cars and between the cars and the tender by flexible hose, which are supplied with suitable couplings, soon to be described, and made -to cross each other between the cars, as shown in Fig. 2. This crossing ofthe hose obviates the necessity of using male and female couplings, and makes them capable of universal application without reference to the relative positions or heights of the cars.

Under each ofthe cars, and under the tender, if desired, there is placed a cylinder, B, the construction of which is clearly shown by Fig. 8, it being composed ot three chambers, B', B2, and B3, the one, B3, being in the center and of larger dimensions than the end ones, in each of which there is placed a piston, B4, which may be made of cast-iron or of any other metal, their peripheries being provided with a packing of leather, rubber, or other p suitable substance.

To the outer ends of the partsl B and B2 ot' the cylinders, heads are attached, which are provided with proper packingboxes for the purpose ofpreventiu g the passage of air around the piston-rods B5B5, to the outer ends of which chains or rods or chains and rods BG are attached, the opposite ends ot' which are connected directly to the levers B7 of the brakes, so that as avacuum is formed between the pistous and air is admitted to the ends of the cylas follows: The pipe A is connected to the center chamber of the cylinders and the pipe A with the end chambers. These pipes, when connected by the hose, as above described, form a continuous line from the rear end ofthe train to the eXhauster on the engine, the one A being supplied near said exhauster with a three-way cock, A4, as previously stated.

The couplings to be used between the cars are shown in Figs. 4t and 5, they consisting of two parts, C and C,each of which is provided upon its outer end with a projection which eX- tends beyond the body ofthe part, and is designed to hold the flexible hose securelyr thereon, when it has been passed over the projection and properly clamped, as shown, or secured in any other suitable manner. Each of the parts lot' this coupling is provided with a seat, G2, upon which the opposite part rests, as shown in Fig. 5, the seats being nicely fitted and ground together, or having rubber gaskets fitted thereon, so that no air can escape or enter between them. They are held in their relative positions by means ot' springs G3 O3, which are bolted upon, or otherwise secured to the parts C and C ofthe coupling, each of the parts being provided with a recess or groove, into which projections upon the inner surfaces of the springs enter, and theparts are held toget-her by the combined action of these springs and the pressure of the atmosphere. The hose, in the centers ofwhich the couplings` are placed, are shown at C5 G5, there being one in each of them. This coupling is regarded as being novel in its construction, and its use is preferred; but so far as the combination ot' the parts is concerned any other ot' suitable form may be adopted, or metallic couplings may be dispensed with andthe hose and pipes united by means of acock, C6, such as is shown in Fig. 6, and a plain piece of hose, the cock in such case being screwed upon the end of the pipes A A and having upon its outer end a curved part, for the reception of the hose, it being provided with an annular projection, over which the end of the hose is slipped for the purpose ot' causing it to be retained in position. These cocks, when used, must all be open with the exception of the one at the rear end ot the line, which must be closed.

To one or both ends of the connecting-hose C5 G5 there is secured a valve, D, the construction of which is shown in Fig. 7, its oiice being to close the ends ofthe pipes in the event of the cars ofthe train being separated while running, such a valve being placed at the extremities of A under each car. This valve consists of two parts, D and D2, the former sliding telescope-like in the latter, its inner end being closed, and its periphery near its closed end being provided with a series ot' air-pasi IOC IOS

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sages, D3, so that the air passing through it may enter the chamber in the portion D2, or be shut oft therefrom, owing to the position ot' the part D therein. In practice the hose is attached to the neck formed on part D2, and springs D4 may be provided for preventing the separation of the parts in ordinary use, they beingarranged as shown, so that projections upon their ends may enter grooves formed in the part D2 for that purpose. Should the train become separated while running, the strain upon the hose would cause thepa-rt D to be drawn outward until stopped by the springs falling into the recesses formed in the surface ofthe part D2, and coming in contact with the shoulders D5 D5, at which time the air-passages D3 will have been drawn out ofthe chainber, and Will be covered by the wall ot' D2 in such a manner as to prevent. the entrance of any air to the pipe A. I

The operation of the air-exhauster and the threevay cock will be as follows: Steam isv admitted through the nozzle A2, and passes through the chamber beneath it, and enters the funnel-shaped pipe A6, carrying with it the air in the vicinity, and a vacuum is formed in the chamber surrounding; said pipe, which causes the valve A8 to rise, when the continued action of the steam entering the eXhauster causes a vacuum to be produced in the pipe A. 'The air is also, by the same operation, withdrawn from the pipe A when the three-way cock A9 in said pipe is in the position shown in Fig. 3. This eftux ot' airis continued until a vacuum is formed in the pipes and the chambers connected with them, and so long as the cock A9 remains in t-he position shown a vacuum will be maintained; but if the plug in said cock is turned one-quarter around, so as to cause the air-passages in it to register with the pipe and the induction-opening on its nnder side, the pipe A will be cut oft' from communication with the exhauster and put in communication with the atmosphere, which will result in filling the end chambers ot' the brakecylinders and applying the brakes.

In operating this brake mechanism, steam, as before stated, is admitted to the air-eX- hauster when the train starts on its trip, and is not shutoff until it has reached its final destination. 4As above stated, a vacuum is formed in the pipes A and A', the air passing out through pipe A,causing avacuum to beformed in the end chambers, B and B2, ot' the cylinders, and that passing out through pipe A causing avacuum in the center chamber thereof. In applying the brakes, after the vacuum has been produced, the engineer has only to turn the plug of the three-way cock to the position above described, thereby closing the communication between the pipe A and the exhauster, and allowing the atmosphere to enter the end chambers ot' the cylinders attached to the different cars of the train. The pistons in the cylinders, 01'1 account of the pressure applied to their outer surfaces by the intlowing air, move toward each other and apply the brakes by acting directly upon the levers attached thereto. For releasing the brakes, the plug of the three-way cock isturued back into its original position, as shown in Fig. 3, when communication will be re-established between the pipe A and the exhauster, and thus a restoration ofthe vacuum in said pipe A and in the ends ot' the cylinders will be effected, it having been maintained in the pipe A and in the ventral part of the cylinders during all of the time that the brakes have been applied.

In the event ot' the parting of the train'while running the portion D ot the valve shown in Fig. 7 will be drawn out by the action of the flexible couplings of the pipes until its air-passages D3 are covered by the wall ot' the outer` part, D2, which will have the effect to prevent the air from entering the pipe A, and thus the Vacuum will be preserved in the central chamber ofthe cylinders; but at the same time the separation of the hose-coupling on pipe A would admit thepassage ot` air to said pipe and the end chambers ofthe brake-cyli nders, thereby applying the brakes to the detached portion ot' the train.

The moditications ot' this brake and of the parts'ot1 which it is composed are shown by the figures constituting Sheet 2 ot' the drawings, Fig. 9 thereofl showing a moditcation by which one ot' the lines of pipe may be dispensed with without .interfering with the t'unctions of the mechanism as to its operation upon the bra-kes. In this modification one cylinder is used upon each car, having in it two pistons, as in the plan previously described, their connection with the brake-levers being the same as in that description. In this modication only one line of iron or other suitable pipe is used, which corresponds with the line A shown in Figs. 2 and 3 ot' Sheet l, it being supplied with suitable valves, cooks, and couplings, as there show n, an exhaustcr, and a threeway cock, the location of the exhauster on the generator being the same as in the tirst-described plan, and also the hose-couplings between the cars and the cocks at the ends of the pipes, each one ot' which is to be open, with the exception of the one at the rear end of' the train, which is to be kept closed. Near the brake-cylinder under each car there is placed a valve to regulate the comm nnicat ion between the pipe A and the chambers or parts of the cylinders. Two valves for this` purpose are shown, onein Fig.13 and the other in Fig. l5,

either one of which will perform the functions required.

In Fig. l5 there is shown a valve ot' positive action, and in Fig. 13 a valve which admits ot' apartial application ofthe brakes in addition to its performing all ot' the functions ot' the valve shown in Fig. 15. The valve represented in Fig. 15 has four pipe-connections, it being designated as whole by the letter F, F' designating the point where the air-pipe F2, Fig. 9, which connects the central chamber ot the cylinder to the pipe A', and the valve is located. At Fs there is attached a pipe, F, Fig.

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9, which communicates with the central chamber of the cylinder. At F4 there are connected pipes F5 F5, which establish communication between the valve-case and the two end chambers ofthe cylinders. At FG there is connected a pipe which leads to the atmosphere, through which the air escapes.

F" F7 represent a piston moving in a chamber of the valve-case F, said piston having a greater sectional area than that ot the piston F11, which moves in a chamber in the lower portion of said valve-case, it being rigidly connected with piston F1. In the piston F1 there is formed an annular grooveF9, from which there extend passages F111 F10, which lead to the valve-chamber F1s in said piston,in which there is placed a double-seated 'wing-valve, F11. This chamber communicates directly with chamber F12 above the piston F7 by means of the passages F1". In the side of the case ot' valve F there is formed a passage, F14, which permits a constant communication to be kept up between the pipe A', through F', and the groove F11 throughout the whole range of the movements ofthe pistons F7 and F8.

F15 is a port leading from a valve-chamber, F16, to a groove, F11, formed in the piston F11, and thence leading to the pipe at F4.

At F18 there is shown a passage leading from the passage F1 to the under side of piston F1. Passing through the pistons there is a rod, the lower end of which rests upon a set-screw, which passes through the lower head of the valve-case F, andis provided with a setnut for holding it in its adjusted position, said rod sustaining in its position the valve F11.

The operation of the parts last described is as follows: Steam isadmittetl to the exhauster, which exhausts the air from the pipe A' and the ports, passages, and chambers of the valvecase F, which operation causes the valve F19 to rise and the air to be withdrawn from the end chambers of the brake-cylinders, and at the same time from beneath the piston F8. A vacuum is maintained in all of the spaces alluded to so long as the exhauster is kept in operation and the threeway cock is left in the position shown in Fig. 3 ot' Sheet 1. To apply the brakes the three-way cock is turned so as to cause its openings to communicate with the atmosphere, when the valve F19 will fall to its seat, and the vacuum in the central chamber of the cylinders will be maintained, and the air will enter the valve-chamber through the passage F14, and pass through the groove F9 and passages F10, and lift the valve F11 to its upper seat in the piston F', thereby preventing the entrance of air into the chamber F12, at which time air will be permitted to enter a chamber between the two pistons, which will cause a greater' force to be exerted upon piston F7 than is exerted upon piston F11, by reason of the greater area of the former than of the latter, and hence the pistons will be forced upward; butas they rise the groove F17 no longer registers with the passage leading from the valve-chamber F16, and as the lower end of piston F8 rises above said passage the air enters the chamber below said piston and passes through the pipe F6 and out of the case F at F4, into the pipe A', and through it to the end chambers ofthe brake-cylinders.

Experience has shown that with every precaution for securing tightness in the pistons and joints of an intermittent vacuum-brake, the force applied is maintained but a short time without a reformation ot' the vacuum in the chambers of the brake-cylinders. In the present case the moment the brakes have been applied the three-way cock is turned to its normal position, and any air that may have entered the central chamber or the pipe A' is again ejected, and the valve F11 at once falls to its seat, and at the same time the valve F1g is caused to rise, thus causing a vacuum to be maintained in the central chamber ot' the cylinders, at which time air has free access to the end chambers of the brake-cylinders, which applies the brakes with the full force due to the pressure ofthe atmosphere. In releasing the brakes according to this plan, the three-way cock is returned to its normal position, when the valve F19 falls to its seat and prevents the entrance of air to the central chamber ot' the brake cylinders. Should the train become parted while running, the atmosphere will enter the pipe A', and the action ot the valve just described, and consequently of the brakes, will be the same as it' the three-way cock upon the engine had been turned to admit air thereto; or, in other words, the brakes will be applied to both sections ot the train.

The valve represented in Fig. 13, when used in connection with the single line of pipe and the other devices shown in Fig. 9, does notrequire any change to be made in the apparatus, either in the construction or arrangement ot' the parts, and its operation is the same, with the one exception that it possesses the advantage of permitting a partial application of the brakes without applying their full force, it being placed in the same position 'as that described for the one shown in Fig. l5. In this description,G represents a valve-case, which corresponds to the one designated by F in Fig. l5, and is ot' similar construction, it having the necessary nozzles to which to attach the necessary pipes. Leading from the inductionnozzle G' to the interior ofthe case there is a passage'for air which leads to a chamber above a piston, G2, said 'piston moving in a cylinder or chamber, G3, formed in the case G. G1 in this figure is a wing-valve. G5 is the passage above referred to, which leads from the nozzle to the chamber above the piston G2. G11 is a passage by which air may be caused to pass into the chamber G3 below the piston G2. G7 is a port leading from the chamber G3 to a pipe, G11. The piston ot' this valve has a hollow stem iitting into and movingin a cylinder, G9, to which pins G11 are secured opposite to each other, which move in slots formed in the c vlinder.

H is a plug, having a stem which runs up IOO IIC)

through the cylinder G2, and enters the hollow stem of piston G2. This plug is open at the bottom, and has a port orpassage, H', 4

,parted while running, the brakes will be applied, as previously described,l when the valve formed in it for the passage of air. ln the stem of the plug are two straight slots directly opposite to each other and of equal, or nearly equal, length with the stem of the piston. There are also two helical slots formed in the stem of plug H, as shown in Fig. 14, one running from the top of each of the straight slots to the bottom of the other. The pins G10, which move in the guiding-slots in the cylinder G9, project to theinside of the hollow stem of piston G2 and enter the slots in the stem of plug H. Between the top of the stem of the plug and the inner upper end surface of the piston G2 there is placed a spiral spring, H2, which holds the piston in its elevated position, as shown in Fig. 13. For the purpose of holding the plug H in its proper position there is placed beneath it a spring, H2, as shown, the tension of which always keeps the plug up to its seat, but does not prevent it from turning when necessary.

The operation of the valve is as follows: The exhauster in taking the air from the main pipe also take it from the chamber G5 above the piston G2, which causes the valve G4 to rise and permit the air to pass out of chamber G3 through port or passage G7, and also through port G7 from the pipe G2, and from the center chamber of the brake-cylinder. A vacuum is thus established in each compartment ofthe brake-cylinder and above and below the piston G2 of the valve.

To apply the brakes, air is admitted to the main pipe through the three-way cock, as before described, and the valve G4 closes, preserving the vacuum in the center chamber of the brake-cylinder, and asl the air enters the chamber above the piston G2 of the valve at this instant there is a vacuum in each compartment of the brake-cylinder and in chamber G3 below piston G2, while above it there is an air-pressure which causes the piston to descend, which hasthe effect to turn the plug half round. As a consequence of this movement the port or air-passage H in the plug no longer permits communication between the passages or pipes H4 and H5, but establishes a communication between the passages G8 and H2, and the chambers in the ends of the brakeoylinders. rIhe air being again exhausted from thetrain-pipe at G', and the chamber above the piston G2 through port G5, the spring H2 forces the piston back to its most elevated position, and at the same time the valve G4 is raised and the vacuum in the center chamber of the brake-cylinders is maintained so long as these conditions remain unchanged.

In applying the brakes when the lastabove described form of valve is used air is admitted to the main pipe, and the valve G4 closes and prevents the entrance of air below it,when the piston G2 descends and turns the plug H half round, and the pipes GS and H4 are brought into communication through the port H', and

the pressure in the different compartments of the brake-cylinders is eqnalized andthe brakes atc at once applied. Should the train become shown in Fig. l5 is used.

In partially applying the brakes by the use of the last-described valve, air is continuously admitted to the main pipe by the engineer, and when the piston G2 has descended far enough to bring the port H in the plug but slightly Vopen to the pipe at H5 the air will slowly enter through said opening and pass through H and H4 to the end chambers of the brake-cylinders. When sufficient power, at the discretion Yof the engineer, has been applied to the brakes,

tion intermediate between the two heretofore described, by which means the port in plug H is made to stand between its two extreme positions, which will prevent it from communieating with any ofthe passages, while the position of the three-way cock neither allows air to enter into nor be withdrawn from the main pipe, at which time a vacuum exists in the center chamber of the brake-cylinders and a partial air-pressure in their end chambers, which has the ei'ect to apply the brakes, but with less force than when the full atmospheric pressure is admitted to the end chambers. The brakes are relieved from this partial pressure in the same way as when the full atmospheric pressure is used.

The plan shown in Figs. l() and 11 differs from that shown in Fig. 9 only in that two cylinders, each with one piston in them, are shown in the former, instead of one cylinder with two chambers containing pistons, as in the latter, said cylinders being placed near the ends of the car, and the one shown in Fig. l2 differs from that shown in Fig. 9 only in that in the former two cylinders are supposed to be used,

each of which are connected with a singleline of pipe; but instead of using the two cylinders with one piston in them, one cylinder with a capacity equal to both may be used by adopting the proper arrangement of levers for applying the brakes.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, is

1. In abrakc-operating mechanism in which a constant vacuum is maintained, substantially as hereinbefore described, the combination of an air-exhauster, two independent lines of airconducting pipes, one of which is supplied with a three-way cock for controlling the ingress of air to the brake-cylinders when the brakes are to be applied, said pipes being arranged and connected to the cylinders sub- IOO IIO

stantiall y as described, whereby they are both made to act as eduction-pipes when air is to be exhausted from said cylinders, and a cylinder placed under each car having in it two pistons arranged to operate substantially as described, and for the purpose set forth.

2. ln a brake-operatin g mechanism in which a constant vacuum is maintained, the combination of an air-exhauster, two independent lines of pipes for the passage of air, one of which is provided with a three-way cock for controlling the admission of air thereto, brakecylinders placed under each of the cars, and a valve constructed and arranged substantially as described, whereby the operator can admit air to said cylinders in such regulated quantities as to cause the brakes to be applied with any required amount of force, up to the full amount derived from the atmospheric pressure, substantially as described.

3. In abrake-operating mechanism, the coinbination ofan airexhauster, two lines of pipes, one of which is provided with a three-way cock for regulating the amount of air admitted thereto, and a brake-cylinder having centrally arranged in it a vacuum-chamber of greater diameter than are the chambers or parts in which the pistons work, substantially as set forth.

4. Theherein-described valve for eontrollin g the admission of air to the brake-cylinders in regulated quantity, whereby the brake may be applied with greater or less force, as described,

it consisting of a suitable case having the required nozzles to which to attach the different pipes, a piston, a partially-rotating plug, and springs for controlling the ingress to and the egress from the brake-cylinders ot' the air used in operating the brakes, the parts being constructed substantially as and for the purposes set forth.

.5. The sliding or telescopic valve, consisting of the parts D D', the latter moving in the former and being provided with openings for the passage of air, which, when the part D is drawn outward, will be covered bytheunbroken wall of the part D, and the passage ot air prevented as described, the movements ot the parts being controlled by springs DLD, as set forth.

In testimony whereof Iafx my signature in presence of two witnesses.

CHARLES W. 'LANPHER Witnesses RoBr. A. PARKE, HOLDRIDGE OWEN. 

